U.S. patent application number 15/629833 was filed with the patent office on 2017-11-23 for self-conforming rearset air bag.
The applicant listed for this patent is TRW Vehicle Safety Systems Inc.. Invention is credited to Kurt F. Fischer, Douglas M. Gould, Roy Turnbull.
Application Number | 20170334387 15/629833 |
Document ID | / |
Family ID | 55748406 |
Filed Date | 2017-11-23 |
United States Patent
Application |
20170334387 |
Kind Code |
A1 |
Fischer; Kurt F. ; et
al. |
November 23, 2017 |
SELF-CONFORMING REARSET AIR BAG
Abstract
An apparatus (10) for helping to protect an occupant (20) of
vehicle (12) having a seat (16 or 22) for receiving the occupant
(20) includes an inflatable protection device (14) inflatable from
a stored condition in the vehicle (12) adjacent a reaction surface
(19, 23 36) to a deployed condition between the reaction surface
and the vehicle occupant (20). The protection device (14) includes
a front portion (62) presented toward the seat (22) and an
inflatable volume for receiving a penetrating occupant (20') when
the protection device (14) is in the deployed condition. A rear
portion (64) connected to the front portion (62) has an inflatable
volume spaced from the front portion (62) by a space (110). The
front portion (62) is positioned between the vehicle occupant (20)
and the rear portion (64) when the protection device (14) is in the
deployed condition. The inflated front portion (62) is movable in a
fore-aft direction relative to the rear portion (64) to engage the
occupant (20) regardless of the distance between the reaction
surface (19, 23, 36) and the occupant (20).
Inventors: |
Fischer; Kurt F.; (Leonard,
MI) ; Turnbull; Roy; (Shelby Township, MI) ;
Gould; Douglas M.; (Lake Orion, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TRW Vehicle Safety Systems Inc. |
Washington |
MI |
US |
|
|
Family ID: |
55748406 |
Appl. No.: |
15/629833 |
Filed: |
June 22, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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14583856 |
Dec 29, 2014 |
9707921 |
|
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15629833 |
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62066605 |
Oct 21, 2014 |
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62067075 |
Oct 22, 2014 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60R 21/207 20130101;
B60R 21/233 20130101; B60R 2021/23386 20130101; B60R 21/231
20130101; B60R 2021/23153 20130101; B60R 21/213 20130101; B60R
2021/23115 20130101; B60R 2021/23308 20130101 |
International
Class: |
B60R 21/231 20110101
B60R021/231; B60R 21/207 20060101 B60R021/207; B60R 21/213 20110101
B60R021/213; B60R 21/233 20060101 B60R021/233 |
Claims
1. An apparatus for helping to protect a rear seat occupant of a
vehicle, the apparatus comprising an airbag having a stored
condition in a housing mounted to or within a seatback of a vehicle
seat positioned in front of the rear seat occupant, the airbag
comprising one or more panels of material interconnected to define
an inflatable volume and having a substantially U-shaped
configuration when viewed from the side.
2. The apparatus recited in claim 1, wherein the airbag comprises a
first portion that forms one leg of the U-shaped airbag, a second
portion that forms another leg of the U-shaped airbag, and a third
portion that interconnects the first and second portions.
3. The apparatus recited in claim 2, wherein the first and second
portions are configured to be spaced from each other in a fore-aft
direction in the vehicle, with the first portion being configured
to be positioned between the second portion and the occupant when
inflated, and with the second portion being configured to be
positioned adjacent the seatback of the vehicle seat in front of
the occupant.
4. The apparatus recited in claim 2, wherein the second portion is
configured to be connected to the housing and to receive inflation
fluid from an inflator mounted in the housing.
5. The apparatus recited in claim 2, wherein the first and second
portions of the airbag are configured to be spaced in a fore-aft
direction in the vehicle by the third portion.
6. The apparatus recited in claim 2, wherein the airbag is
configured so that when inflated its U-shaped configuration is
inverted such that the third portion forms a top portion of the
airbag.
7. The apparatus recited in claim 2, wherein the first portion of
the airbag is configured to move toward the second portion in
response to occupant penetration, the second portion being
configured to rest against the seatback of the vehicle seat in
front of the occupant, which acts as a reaction surface for the
first and second portions.
8. The apparatus recited in claim 7, wherein the airbag provides a
first restraint to occupant penetration when the first portion is
spaced from the second portion, the first restraint owning
primarily to pressurization of the airbag, and wherein penetration
of the occupant into the first portion a predetermined degree
causing the first portion to engage the rear portion such that the
airbag has a second restraint to occupant penetration greater than
the first restraint, owning to the reaction surface of the
seatback.
9. The apparatus recited in claim 1, further comprising a plurality
of seams interconnecting the one or more panels to define a
plurality of chambers within the inflatable volume of the
airbag.
10. The apparatus recited in claim 9, wherein the inflatable
chambers are longitudinal chambers that extend the length of the
U-shaped airbag and therefore each have U-shaped
configurations.
11. The apparatus recited in claim 10, wherein the seams are
configured to extend at varied depths into the airbag to configure
the chambers provide varied resistance to occupant penetration.
12. The apparatus recited in claim 10, wherein the seams are
configured to vary the inflated stiffness of the chambers across
the width of the airbag.
13. The apparatus recited in claim 12, wherein the central chambers
are configured to have a stiffness that is reduced from the
stiffness of outer chambers.
14. The apparatus recited in claim 10, wherein the seams are
configured to vary the volume of the chambers.
15. An apparatus for helping to protect an occupant of a vehicle,
comprising: an airbag; an inflator for inflating the airbag; and a
housing configured to be mounted in a seatback of a vehicle seat
and to support the airbag and the inflator prior to inflation,
wherein the airbag is configured to be inflated rearward behind the
vehicle seat, and wherein the airbag has a generally inverted
U-shaped configuration when viewed from the side.
16. The apparatus recited in claim 15, wherein the airbag comprises
a first portion that forms one leg of the U-shaped airbag, a second
portion that forms another leg of the U-shaped airbag, and a third
portion that interconnects the first and second portions, wherein
the second portion is configured to be positioned adjacent the
seatback when inflated, and the first portion is configured to be
spaced from the second portion in a fore-aft direction in the
vehicle by the third portion.
17. The apparatus recited claim 16, wherein the first portion of
the airbag is configured to move toward the second portion in
response to occupant penetration, and wherein the seatback acts as
a reaction surface against which the second portion is
positioned.
18. The apparatus recited in claim 17, wherein the airbag provides
a first restraint to occupant penetration when the first portion is
spaced from the second portion, the first restraint owing primarily
to pressurization of the airbag, and wherein penetration of the
occupant into the first portion a predetermined degree causing the
first portion to engage the rear portion such that the airbag has a
second restraint to occupant penetration greater than the first
restraint, owing to the reaction surface of the seatback.
19. The apparatus recited in claim 15, wherein the airbag comprises
a plurality of seams that define a plurality of chambers within the
inflatable volume of the airbag.
20. The apparatus recited in claim 19, wherein the inflatable
chambers are longitudinal chambers that extend the length of the
U-shaped airbag and therefore each have U-shaped
configurations.
21. The apparatus recited in claim 15, wherein the airbag is
configured to help protect an occupant of a vehicle seat positioned
behind the seatback in which the housing, airbag, and inflator are
mounted.
Description
RELATED APPLICATIONS
[0001] This application is a divisional of U.S. application Ser.
No. 14/583,856, filed Dec. 29, 2014 and which claims the benefit of
U.S. Provisional Application Serial No. 62/066,605, filed Oct. 21,
2014 and U.S. Provisional Application Ser. No. 62/067,075, Oct. 22,
2014, the entirety of which are incorporated herein by
reference.
FIELD OF THE INVENTION
[0002] The present invention relates to an apparatus for helping to
protect an occupant of a vehicle. More particularly, the present
invention relates to an air bag inflatable between a reaction
surface of a vehicle and an occupant in a vehicle seat.
BACKGROUND OF THE INVENTION
[0003] It is known to provide an inflatable vehicle occupant
protection device, such as an air bag, for helping to protect an
occupant of a vehicle. one particular type of air bag is a frontal
air bag inflatable between an occupant of a front seat of the
vehicle and an instrument panel of the vehicle. Such air bags can
be driver air bags or passenger air bags. When inflated, the driver
and passenger air bags help protect the occupant from impacts with
parts of the vehicle such as the instrument panel and/or a steering
wheel of the vehicle.
[0004] Passenger air bags are typically stored in a deflated
condition in a housing that is mounted to the vehicle instrument
panel. An air bag door is connectable with the housing and/or
instrument panel to help enclose and conceal the air bag in a
stored condition. Upon deployment of the passenger air bag, the air
bag door opens to permit the air bag to move to an inflated
position. The air bag door opens as a result of forces exerted on
the door by the inflating air bag.
[0005] Driver air bags are typically stored in a deflated condition
in a housing that is mounted on the vehicle steering wheel. An air
bag cover is connectable with the housing and/or steering wheel to
help enclose and conceal the air bag in a stored condition. Upon
deployment of the driver air bag, the air bag cover opens to permit
the air bag to move to an inflated position. The air bag cover
opens as a result of forces exerted on the cover by the inflating
driver air bag.
[0006] Another type of air bag is a side impact air bag inflatable
between a structure of a vehicle and a vehicle occupant. Side
impact air bags may, for example, be seat mounted, side structure
mounted, or door mounted. Another type of air bag is an inflatable
knee bolster inflatable between an instrument panel and/or steering
column of a vehicle and a vehicle occupant. Inflatable knee
bolsters may, for example, be mounted in the instrument panel or on
the steering column.
[0007] Passenger side and frontal air bags are typically designed
to extend to a height within the vehicle that provides a barrier
between the head of a taller vehicle occupant and a windshield of
the vehicle. This air bag height adds volume to the air bag and
places a portion of the air bag volume above the shoulders of a
shorter occupant. There is a need in the art for an air bag
construction that reduces the volume of the air bag above the
shoulders of taller and shorter occupants.
SUMMARY OF THE INVENTION
[0008] The present invention relates to an apparatus for helping to
protect an occupant of a vehicle having seat for receiving the
vehicle occupant. The apparatus includes an inflatable vehicle
occupant protection device inflatable from a stored condition in
the vehicle adjacent a reaction surface to a deployed condition
between the reaction surface and the vehicle occupant. The
protection device includes a front portion presented toward the
seat and an inflatable volume for receiving a penetrating occupant
when the protection device is in the deployed condition. A rear
portion connected to the front portion has an inflatable volume
spaced from the front portion by a space. The front portion is
positioned between the vehicle occupant and the rear portion when
the protection device is in the deployed condition. The inflated
front portion is moveable in a fore-aft direction relative to the
rear portion to engage the vehicle occupant regardless of the
distance between the reaction surface and the vehicle occupant.
[0009] In accordance with another embodiment an apparatus for
helping to protect an occupant of a vehicle having a seat for
receiving the vehicle occupant includes an inflatable vehicle
occupant protection device inflatable from a stored condition in
the vehicle adjacent a reaction surface to a deployed condition
between the reaction surface and the vehicle occupant. The
protection device includes a front portion presented toward the
seat and an inflatable volume for receiving a penetrating occupant
when the protection device is in the deployed condition. The front
portion has a substantially constant thickness in the fore-aft
direction to a lowermost edge of the front portion. A rear portion
connected to the front portion has an inflatable volume spaced from
the front portion by a space. The front portion is positioned
between the vehicle occupant and the rear portion when the
protection device is in the deployed condition. The inflated front
portion is movable in a fore-aft direction relative to the rear
portion to engage the vehicle occupant regardless of the distance
between the reaction surface and the vehicle occupant.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The foregoing and other features of the present invention
will become apparent to one skilled in the art to which the present
invention relates upon consideration of the following description
of the invention with reference to the accompanying drawings, in
which:
[0011] FIG. 1 is a schematic illustration of an apparatus for
helping to protect an occupant of a vehicle in accordance with an
embodiment of the present invention;
[0012] FIG. 2 is a schematic side view of the apparatus of FIG. 1
illustrating different conditions with a belted vehicle
occupant;
[0013] FIGS. 3A-3C are schematic side views of the apparatus of
FIG. 1 illustrating different rear seat conditions with a belted
vehicle occupant;
[0014] FIGS. 4A-4B are schematic illustration of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0015] FIGS. 5A-5C are schematic illustrations of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0016] FIGS. 6A-6B are schematic illustrations of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0017] FIGS. 7A-7C are schematic illustrations of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0018] FIGS. 7A-7C are schematic illustrations of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0019] FIGS. 8A-8C are schematic illustrations of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0020] FIGS. 9A-9B are schematic illustrations of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0021] FIGS. 10A-10B are schematic illustrations of an apparatus
for helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0022] FIGS. 11A-11B are schematic illustrations of an apparatus
for helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention;
[0023] FIGS. 12A-12B are schematic illustrations of an apparatus
for helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention; and
[0024] FIG. 13 is a schematic illustration of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention.
[0025] FIG. 14 is a schematic illustration of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention.
[0026] FIG. 15 is a schematic illustration of an apparatus for
helping to protect an occupant of a vehicle in accordance with
another embodiment of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
[0027] The present invention relates to an apparatus for helping to
protect an occupant of a vehicle. More particularly, the present
invention relates to an air bag inflatable between a reaction
surface of a vehicle and an occupant in a vehicle seat. An
apparatus 10 for helping to protect an occupant 20 of a vehicle 12
includes an inflatable vehicle occupant protection device 14 in the
form of an air bag 14. In the embodiment illustrated in FIGS. 1-4C,
the air bag 14 is a passenger air bag for helping to protect an
occupant 20 of a rear seat 22 on a side 24 of the vehicle 12 behind
a front seat 16 of the vehicle. The front seat 16 is positioned
behind and presented towards an instrument panel 36. The side 24
can be the driver side (as shown) or the passenger side (not shown)
of the vehicle 12. The vehicle 12 also includes a roof 19 and a
seatbelt 18 connected to the rear seat 22 for helping to protect
the vehicle occupant 20.
[0028] Referring to FIG. 2, the air bag 14 can be part of an air
bag 14 module 30 that includes an inflator 32 and a housing 34. The
air bag 14 has a stored condition, indicated by dashed lines in
FIG. 2, in which the air bag is folded and placed in a stored
condition within the housing 34. The module 30 is mounted to or
within a seat back 23 of the front seat 16 of the vehicle 12. The
housing 34 helps contain and support the air bag 14 and inflator 32
in the seat back 23. Alternatively, the module 30 can be mounted in
the B-pillar, door, rear seat cushion, center console, instrument
panel 36 or roof 19 of the vehicle 12 (not shown).
[0029] A module 30 door (not shown) can be releasably connected to
the seat back 23 and/or the housing 34. In a closed condition (not
shown), the door forms a cover for the module 30 and helps enclose
the air bag 14 in the stored condition in the housing 34 within the
seat back 23. The door is movable to an opened condition that
uncovers an opening 44 in the housing 34 and seat back 23 through
which the air bag 14 can be deployed from the stored condition in
the housing 34 to an inflated or deployed condition. The door can
be connected to the vehicle 12, e.g., connected to the seat back
23, either directly or through the housing 34, by means (not
shown), such as a plastic hinge portion, a strap or a tether.
[0030] The inflator 32 is actuatable to provide inflation fluid to
an inflatable volume 60 of the air bag 14 to deploy the air bag 14
to the inflated condition. The inflator 32 can be of any known
type, such as stored gas, solid propellant, augmented or hybrid.
The apparatus 10 includes a sensor, illustrated schematically at
50, for sensing an event for which inflation of the air bag 14 is
desired, such as a collision. The inflator 32 is operatively
connected to the sensor 50 via lead wires 52.
[0031] The air bag 14 can be constructed of any suitable material,
such as nylon (e.g., woven nylon 6-6 yarns), and can be constructed
in any suitable manner. For example, the air bag 14 can include one
or more pieces or panels of material. If more than one piece or
panel is used, the pieces or panels can be interconnected by known
means, such as stitching, ultrasonic welding, heat bonding or
adhesives, to form the air bag 14. The air bag 14 can be uncoated,
coated with a material, such as a gas impermeable urethane or
laminated with a material, such as a gas impermeable film. The air
bag 14 thus can have a gas-tight or substantially gas-tight
construction. Those skilled in the art will appreciate that
alternative materials, such as polyester yarn, and alternatives
coatings, such as silicone, can also be used to construct the air
bag 14.
[0032] In the illustrated embodiment, the air bag 14 is constructed
of one or more panels of material interconnected to define the
inflatable volume 60 of the air bag having the configuration
illustrated in FIGS. 1-4C. Referring to FIGS. 1-2, the inflated air
bag 14 deploys from the housing 34 away from the seat back 23 in an
aft direction toward the occupant 20 in the rear seat 22. The seat
back 23 therefore acts as a reaction surface of the vehicle 12 for
the deploying air bag 14. The air bag 14 has an inverted U-shape
configuration when viewed from the side and a generally rectangular
shape when viewed from the top (not shown). The inflated air bag 14
includes a front portion 62 adjacent the occupant 20 and a rear
portion 64 adjacent the seat back 23.
[0033] In the deployed condition, the front portion 62 is spaced
from the front seat 16 and includes a front panel or surface 70
presented towards the occupant 20 in the rear seat 22. The rear
portion 64 is positioned adjacent and connected to the seat back 23
via its connection to the module 34. The surface 70 is spaced from
the seat back 23 by a distance or depth D1 extending in a fore-aft
direction of the vehicle 12. Lateral portions 80, 82 extend between
the front portion 62 and the rear portion 64. The lateral portions
80, 82 extend substantially parallel to one another on opposite
sides of the air bag 14. The lateral portion 80 is positioned
outboard in the vehicle 12 and the lateral portion 82 is positioned
inboard in the vehicle.
[0034] A top portion 90 is presented toward the vehicle roof 19 and
connects the front portion 62 to the rear portion 64. A bottom
portion 92 is positioned nearer the rear seat 22. The front portion
62, rear portion 64, lateral portions 80, 82, top portion 90, and
bottom portion 92 cooperate with one another to help define the
inflatable volume 60 of the air bag 14. Each of the front portion
62, the rear portion 64, the lateral portions 80, 82, the top
portion 90, and the bottom portion 92 can include non-inflatable
portions (not shown) in addition to their respective inflatable
portions.
[0035] One or more seams 100 can extend generally in the fore-aft
direction along the length of the air bag 14 from the front portion
62 to the rear portion 64 for separating the inflatable volume 60
into a plurality of chambers 102. The depth of each seam 100 into
the inflatable volume 60 can be tailored to form a chamber 102
having a desired cross-section and/or pressurization, i.e., the
seams can be the same or can be different from one another such
that the chambers inflate and pressurize at different rates. The
seams 100 can also be configured to control the volume(s) of the
chambers 102 to thereby control the size of the inflator 32 needed
to fully inflate and deploy the air bag 14. Controlling the
volume(s) of the chambers 102 also controls the stiffness of the
air bag 14 to meet desired performance criterion. In one example,
the middle chamber(s) 102 in the inboard-outboard direction can be
made smaller to thereby provide a reduced stiffness relative to the
stiffness of the more inboard and more outboard chambers.
[0036] The air bag 14 includes a space 110 defining an uninflated
or unpressurized volume outside the inflatable volume 60. In the
construction shown in FIG. 1, the space 110 extends from the bottom
portion 92 towards the top portion 90. The space 110 extends
entirely between the lateral portions 80, 82 and terminates at an
inner surface 112 of the top portion 90. Consequently, the air bag
14 is bifurcated into two inflatable lobes 120 spaced apart from
one another at the bottom portion 92 and connected to one another
by the top portion 90 to help define the shape of the space 110.
Each of the lobes 120 has substantially the same height in the
vertical direction such that the air bag 14 is substantially
symmetric about the top portion 90. The air bag 14 shown in FIG. 1
therefore has the shape of an arch or upside-down U.
[0037] A midline 98 extends through the air bag 14 in the fore-aft
direction of vehicle 12. The midline 98 is spaced equidistantly
from the uppermost edge and the lowermost edge of the air bag 14,
i.e., the midline is positioned half way along the air bag height,
indicated generally at H.sub.1. In the embodiment of FIG. 1, the
size of the front portion 62, top potion 90, and rear portion 64
are chosen such that the space 110 extends above the midline 98,
i.e., the space has a depth from the lowermost edge of the air bag
14 that is greater than half of the height H.sub.1 of the inflated
air bag 14. Alternatively, the space 110 can have a depth that is
half or less than half of the height H.sub.1 of the air bag 14 (not
shown). The presence of the space 110 in the air bag 14 reduces the
size of the inflatable volume 60 in order to provide desirable
inflation performance criterion.
[0038] Upon sensing the occurrence of an event for which inflation
of the air bag 14 is desired, such as a vehicle collision, the
sensor 50 provides a signal to the inflator 32 via the lead wires
52. Upon receiving the signal from the sensor 50, the inflator 32
is actuated and provides inflation fluid to the inflatable volume
60 of the air bag 14 in a known manner. The inflating air bag 14
exerts a force on the seat back 23 of the front seat 16 to rupture
the seat back and allow the air bag to inflate from the stored
condition to the deployed condition, such as the fully inflated,
deployed, and pressurized condition illustrated in solid lines in
FIG. 2. The air bag 14, when deployed, helps protect the vehicle
occupant 20 from impacts with parts of the vehicle 12, such as
impacts with the front seat 16.
[0039] The air bag 14, when deployed, helps protect the occupant 20
by helping to absorb the force of impact placed on the air bag by
the occupant. Referring to FIG. 2, when the occupant 20 impacts the
air bag 14, the occupant penetrates the air bag, which absorbs and
distributes the impact forces throughout the area and volume of the
air bag. By "penetrates" into the air bag 14, it is meant to refer
to the instance where, in the case of a frontal impact to the
vehicle 12, the occupant 20 is moved forward, as indicated by the
arrow labeled 42 and the dashed lines labeled 20' in FIG. 2, into
engagement with the air bag. The "penetration" of the occupant 20
into the air bag 14 is the distance or degree to which the occupant
moves into the inflated depth of the air bag relative to the point
at which the occupant first engages the inflated air bag, i.e.,
engages the surface 70 of the front portion 62.
[0040] In other words, the degree of penetration could be measured
as the distance a given point on the surface 70 is moved toward the
front seat 16 by the penetrating occupant 20'. For example, the
degree of penetration in FIG. 2 can be calculating as the
difference between the fully inflated depth D1 of the entire air
bag 14 and the penetrated depth of the entire air bag (not shown)
relative to the seat back 23. Alternatively, penetration could be
measured as the change in distance between a point on the surface
70 and a fixed point on the front seat 16 facing the occupant or
between a point on the occupant 20, e.g., the occupant's chest, and
a fixed point on the seat back 23 starting when the occupant first
contacts the air bag 14 (not shown).
[0041] Several factors determine the degree to which an occupant 20
penetrated the air bag 14. For example, the size or mass of the
occupant 20, the speed at which the occupant strikes the air bag
14, and the pressurization of the air bag all help determine the
degree to which the occupant penetrates the air bag in a given
deployment scenario.
[0042] As shown in FIG. 2, in the case of a belted occupant 20, the
seatbelt 18 serves to help restrain the occupant. As a result, the
belted occupant 20, especially the occupant's lower torso 122 and
hips 130, is restrained from moving toward the front seat 16. This
allows the air bag 14 to inflate and deploy with comparatively
little resistance or inhibition from the occupant 20. As shown in
dashed lines at 20', the belted occupant's head 124 penetrates the
front portion 62 of the air bag 14 and, more specifically,
penetrates the surface 70 of the air bag near the top portion 90.
The belted occupant's head 124 can also penetrate the top portion
90 of the air bag 14, depending on the size of the occupant and/or
the height H.sub.1 of the air bag. The belted occupant's upper
torso 126 penetrates the bottom portion 92 of the air bag 14 at the
front lobe 120.
[0043] Due to the configuration of the air bag 14, the front
portion 62 is deflected by the penetrating occupant 20 in a
direction towards the front seat 16 and, thus, the front portion is
deflected towards the rear portion 64 of the air bag. Since the
space 110 is unpressurized and positioned between the front portion
62 and the rear portion 64, the front portion is deflected into the
space and closer to the rear portion. The degree or distance to
which the occupant 20' penetrates the air bag 14 can be
comparatively or relatively small. The air bag 14 can be configured
such that the front portion 62 remains spaced from the rear portion
64 throughout full penetration of the belted occupant 20 into the
front portion. To this end, the stiffness of the air bag 14 can be
tailored to ensure the volume of the space 110 does not completely
disappear when the occupant 20 penetrates the air bag.
[0044] Due to the space 110 between the front and rear portions 62,
64, the restraint forces provided by the lower portions of the air
bag 14 are less (softer) than the restraint forces provided by the
upper portions because the front portion can deflect into the space
in a pivotal or sliding fashion via the joining region to the top
portion 90. In other words, since the space 110 is not pressurized
as it would be in an air bag 14 volume that is continuous
throughout the entire depth D1 the size of the inflatable volume 60
the occupant 20 interacts with is reduced and, thus, restraint by
the lower portions of the air bag 14 is initially softer relative
to a continuous bag design. If the occupant 20 penetrates the air
bag 14 sufficient to cause the front portion 62 to contact the rear
portion 64, then the restraint by the contacted portions will
become stiffer such that engagement of the penetrating occupant 20'
with the front seat can be avoided.
[0045] in contrast, the top portion 90 of the air bag 14 extends
substantially continuously from the back of the front seat 16 to
the occupant 20 with little or no open space. The top portion 90
therefore provides a stiffer restraint to the penetrating
occupant's head 124 and upper torso 126 relative to the restraint
provided by the lobe 120 to the occupant's lower torso 122. The air
bag 14 of the present invention is therefore advantageous in
providing variable restraint to the penetrating occupant 20' in
order to meet desirable performance criterion.
[0046] Furthermore, due to the vertical configuration of the seams
100, each chamber 102 provides substantially similar restraint
along the front portion 62 between its lowermost edge and uppermost
edge. Consequently, occupants 20 having different head positions or
heights experience similar restraint, regardless of where the head
124 strikes along the height of the front portion 62. The height of
each chamber 102 on the front portion 62 can therefore be
configured to correspond with the range of possible occupant head
124 locations based upon the expected size(s) of occupants 20 in
the rear seat 22.
[0047] If the belted occupant 20 penetrate into the air bag 14
sufficient to cause the front portion 62 to engage the rear portion
64, i.e., the space 110 between the front portion and the rear
portion substantially or entirely disappears, the air bag of the
present invention produces substantially the same occupant
restraint as two smaller volume air bags positioned adjacent and
abutting one another in the fore-aft direction. in other words,
such a dual air bag configuration would result in substantially the
same homogenous occupant 20 restraint as the single volume air bag
14 of the present invention provided with the unpressurized space
110.
[0048] Engagement of the front portion 62 with the rear portion 64
occurs with larger occupants 20 and/or in higher speed crash
events. Consequently, this resulting stiffening of restraint during
the later stages of a crash event is advantageous for reducing the
possibility of occupant-to-front seat 16 contact. The space 110 of
the present invention advantageously allows the air bag 14 to
provide variable occupant 20 restraint by region, i.e., head 124
vs. torso 122, 126, as well as restraint that varies, i.e.,
stiffens, if and when the head 124 and upper torso get close enough
to the front seat 16 that the space collapses to at or near zero
volume.
[0049] The low volume configuration of the air bag 14 also
facilitates earlier initiation of restraint since the reduced
volume air bag 14 can be positioned and filled more rapidly
compared to a continuous volume air bag. There is also the
potential to reduce the required size and cost of the inflator
32.
[0050] The 32, top portion 90, front portion 62, and the space 110
of the air bag 14 are sized to provide a volume of inflation fluid
sufficient to inflate, deploy, and pressurize the air bag to the
inflated condition of FIG. 2 within desired performance parameters.
Since the belted occupant 20 is the expected condition, the top
portion 90, front portion 62, and space 110 configurations of FIG.
2 help boister the reliability of the apparatus.
[0051] Furthermore, those having ordinary skill appreciate that the
low volume construction of the air bag 14 of the present invention
can allow the air bag to be free of active or adaptive venting
while still providing variable restraint for the penetrating
occupant 20'. The low volume construction of the air bag 14 of the
present invention also allows the height of the front portion 62 of
the air bag to be increased sufficient to engage the roof 19 to
accommodate taller occupants without compromising the ability of
the air bag to provide variable occupant restraint.
[0052] Referring to FIGS. 3A-3C, the construction of the air bag 14
of the present invention is adapted to advantageously conform to
various positions of the front seat 16 and/or rear seat 22 to
enable the air bag to help protect the occupant 20 of the rear seat
based on various front seat conditions. In other words, the air bag
14 of the present invention is operable to help provide similar
restraint to the occupant 20 as the distance in the fore-aft
direction between the front seat 16 and rear seat 22 varies. The
space 110 between the front portion 62 and rear portion 64 of the
air bag 14 allows the inflated air bag to exhibit the same general
arch shape regardless of the fore-aft distance between the front
seat 16 and the rear seat 22.
[0053] As the fore-aft distance between the front seat 16 and the
rear seat 22 increases (thereby moving the occupant 20 further from
the front seat), the front portion 62 inflates and deploys further
away from the rear portion 64 fixed to the front seat. As a result,
the size of the space 110 in the fore-aft direction increases,
thereby decreasing the height H.sub.1 of the air bag 14. Similarly,
as the fore-aft distance between the front seat 16 and the rear
seat 22 decreases (thereby moving the occupant 20 closer to the
front seat), the front portion 62 deploys closer to the rear
portion 64 fixed to the front seat. As a result, the size of the
space 110 in the fore-aft direction decreases, thereby increasing
the height H.sub.1 of the air bag 14. In other words, the arch
shaped configuration of the air bag 14 of the present invention
expands or collapses to conform to different spatial relationship
between the front and rear seats 16, 22.
[0054] The air bag 14 operates in substantially the same manner
regardless of the fore-aft spacing between the front and rear seats
16, 22. The seat back 23 acts as the primary reaction surface
against forward movement of the air bag 14 due to deployment and
the penetrating occupant 20'. Consequently, in each case the front
portion 62 is fully inflated before it engages the occupant 20 and
remains fully inflated during movement towards the occupant and
upon engagement with the occupant. The penetrating occupant 20'
then causes the front portion 62 to move toward the rear portion 64
while provided restraint to the occupant, which increases once the
front and rear portions about one another to stiffen the air bag 14
as described.
[0055] FIG. 3A illustrates the occupant 20 in the rear seat 22
spaced a first distance d.sub.1 from the front seat 16. This can
occur, for example, when the front seat 16 is moved away from the
rear seat 22 and towards the instrument panel 36 to accommodate a
smaller or shorter front seat occupant 20. In this condition, the
fore-aft depth of the air bag 14 is equal to the distance d.sub.1,
with the air bag in an expanded arch shape. The air bag 14 in FIG.
3A has the height H.sub.1.
[0056] FIG. 3B illustrates an occupant 20 in the rear seat 22
spaced a second distance d.sub.2 from the front seat 16 less than
the first distance d.sub.1. This can occur, for example, when the
front seat 16 is moved a distance from the instrument panel 36 to
accommodate a normally sized, front seat occupant 20. In this
condition, the fore-aft depth of the air bag 14 is equal to the
distance d.sub.2 and, thus, the arched air bag 14 in FIG. 3B is
condensed in the fore-aft direction relative to the air bag 14 FIG.
3A. Consequently, the air bag 14 in FIG. 3B has a height H.sub.2
greater than the height H.sub.1.
[0057] FIG. 3C illustrates an occupant 20 in the rear seat 22
spaced a third distance d.sub.3 from the front seat 16 less than
the second distance d.sub.2. This can occur, for example, when the
front seat 16 is moved toward the rear seat 22 and away from the
instrument panel 36 to accommodate a larger or taller front seat
occupant 20. In this condition, the fore-aft depth of the air bag
14 is equal to the distance d.sub.3 and, thus, the arched air bag
FIG. 3C is condensed in the fore-aft direction relative to the air
bags in FIGS. 3A and 3B. Consequently, the air bag 14 in FIG. 3C
has a height H.sub.3 greater than the height H.sub.2.
[0058] During deployment of the air bag 14 in any of the seat
conditions of FIG. 3A-3C, the inflated front portion 62 moves away
from the rear portion 64 and toward the rear seat 22 until the
surface 70 abuts the occupant 20. At this point, the front portion
62 is fully inflated and the occupant is not penetrating the air
bag 14. The occupant 20 can thereafter interact with the deployed
air bag 14 in the manner previously described.
[0059] Conventional air bags have only one inflation depth in the
fore-aft direction when the air bag is allowed to fully deploy,
i.e., when the occupant does not penetrate the air bag. In other
words, once the occupant is spaced beyond a predetermined distance
from the front seat the conventional air bag fully inflates to the
same inflation depth, leaving a gap between the deployed air bag
and the occupant. This gap is problematic in that it allows the
occupant to gain speed while moving towards the air bag before
engaging the same, thereby unnecessarily increasing the degree of
restraint needed from the air bag. In other words, these
conventional air bags provide delayed restraint of the occupant
during the time the occupant moves through the gap into engagement
with the air bag. As a result, not only can the occupant gain speed
during this time, but the occupant can also move inboard or
outboard, causing the occupant to strike the air bag in a less than
optimal manner.
[0060] On the other hand, the air bag 14 of the present invention
conforms or adapts to the distance between the front seat 16 and
the occupant 20 in the rear seat 22 by lengthening or expanding in
the fore-aft direction during deployment. This fore-aft movement by
the air bag 14 helps to ensure the air bag engages the occupant
regardless of the distance between front and rear seats 16, 22.
Consequently, no gap exists between the fully deployed, conforming
air bag 14 of the present invention and the occupant 20 of the rear
seat 22. As a result, the air bag 14 provides immediate restraint
to the penetrating occupant 20', which helps prevent the occupant
from speeding up while traveling towards the front seat 16 and
helps reduce the chances the occupant moves inboard or outboard
during interaction with the air bag.
[0061] FIGS. 4A and 4B illustrate an air bag 14a in accordance with
another embodiment of the present invention. Certain components in
FIGS. 4A and 48 are similar or identical to components of FIGS.
1-3C. These similar or identical components are given the same
reference as FIGS. 1-3C. On the other hand, the suffix "a" is added
to the reference numbers of components in FIGS. 4A and 4B that are
dissimilar to the components of FIGS. 1-3C to avoid confusion.
[0062] In FIGS. 4A and 4B, the lowermost edge of the bottom portion
92 of the air bag 14 a is misaligned from the lowermost edge of the
top portion 90 relative to the midline 98. As shown, the bottom of
the front portion 62 extends below the bottom of the rear portion
64. The inflated air bag 14a is therefore generally hook-shaped or
has a misshaped, inverted U-shape. As shown in FIG. 4B, the bottom
of the front and rear portions 62, 64 extends outward (inboard and
outboard) relative to the remainder of the air bag 14a. More
specifically, the bottoms of the front and rear portions 62, 64
have a substantially frustoconical shape while the remainder of the
air bag 14a is substantially rectangular when viewed from the top.
The seams 100 defining the chambers 102 extend in the fore-aft
direction along the length of the air bag 14.
[0063] Similar to the air bag 14 of FIGS. 1-3C, the restraint
forces of the air bag 14a acting on the penetrating occupant 20'
are reduced until the front portion 62 and rear portion 64 contact
one another. Further occupant 20 penetration into the air bag 14a
results in greater restraint by the air bag. Additionally, the air
bag 14 a of FIGS. 4A-4B automatically expands in the fore-aft
direction to the degree necessary to conform to the distance
between the occupant 20 and the front seat 16.
[0064] FIGS. 5A-5C illustrate an air bag 14b in accordance with
another embodiment of the present invention. In FIGS. 5A-5C, the
bottom portion 92 includes a recess or pocket 125 that helps reduce
the size of the inflatable volume 60, thereby allowing a smaller
inflator 32 to be used. The bottom of the front portion 62 is
enlarged on the inboard and outboard sides of the recess 125. The
air bag 14b has a generally rectangular shape when viewed from the
top. The bottom of the rear portion 64 attached to the front seat
16 has an enlarged, rounded shape compared to the remainder of the
rear portion. The seams 100 defining the chambers 102 extend in the
fore-aft direction along the length of the air bag 14b.
[0065] Similar to the air bag 14a of GIS. 4A and 4B, the air bag
14b is hook-shaped and the restraint forces of the air bag acting
on the penetrating occupant 20' are reduced until the front portion
62 and rear portion 64 contact one another. Further occupant 20
penetration into the air bag 14b results in greater restraint by
the air bag. Additionally, the air bag 14a of FIGS. 5A-5C
automatically expands in the fore-aft direction to the degree
necessary to conform to the distance between the occupant 20 and
the front seat 16.
[0066] FIGS. 6A and 6B illustrate an air bag 14cin accordance with
another embodiment of the present invention. In FIGS. 6A and 6B,
the air bag 14c is hook-shaped similar to the air bag 14a of FIGS.
4A and 48. The air bag 14c, however, is upside-down compared to the
air bag 14a (FIG. 4A) such that the space 110 extends through the
top portion 90 towards the bottom portion 92 and terminates at an
inner surface 128 of the bottom portion 92. The air bag 14chas a
generally rectangular shape when viewed from the top. The top of
the front portion 62 extends above the top of the rear portion 64.
Although the front and rear portions 62, 64 are illustrated as
being offset from one another in the vertical direction it will be
appreciated that the front and rear portions can alternatively be
aligned to form a more symmetric arch- or U-shaped air bag 14c (not
shown). The seams 100 defining the chambers 102 extends generally
in the fore-aft direction along the length of the air bag 14c.
[0067] Similar to the air bag 14 of FIGS. 1-3C, the restraint
forces of the air bag 14c acting on the penetrating occupants 20'
are reduced until the front portion 62 and rear portion 64 contact
one another. Further occupant 20 penetration into the air bag 14c
results in greater restraint by the air bag. Additionally, the air
bag 14c of FIGS. 6A and 6B automatically expands in the fore-aft
direction to the degree necessary to conform to the distance
between the occupant 20 and the front seat 16.
[0068] FIGS. 7A-7C illustrate an air bag 14d in accordance with
another embodiment of the present invention. In FIGS. 7A-7C, the
front portion 62 and rear portion 64 are connected together by both
the top portion 90 and the bottom portion 92. In other words, the
inflated air bag 14d forms a rounded or polygonal loop, with the
space 110 extending entirely through the air bag 14d in the
inboard-outboard direction. The space 110 therefore does not extend
through either the top portion 90 or the bottom portion 92. The
seams 100 defining the chambers 102 extend along the portions 62,
64, 90, 92 of the air bag 14d such that the seams encircle the
space 110. The seams 100 can extend vertically and/or horizontally
to define the chambers 102.
[0069] The air bag 14d can additionally include one or more
retaining portions 140 connected to the front portion 62. As shown,
the retaining portions 140 constitute inflatable portions that
extend from the front surface 70 adjacent each lateral portion 80,
82 of the bag 14. Each retaining portion 140 extends lengthwise in
the vertical direction along the front portion 62. The retaining
portions 140 can extend outward (inboard and outboard) relative to
one another or can be parallel to one another (not shown). The
retaining portions 140 increase the surface area of the front
portion 62 to help protect occupants 20 that move inboard or
outboard during penetration into the air bag 14d. The retaining
portions 140 help minimize occupant head 124 rotation by accounting
for laterally oblique impacts with the air bag 14d.
[0070] Similar to the air bag of FIGS. 1-3C, the restraint forces
of the air bag 14d acting on the penetrating occupant 20' are
reduced until the front portion 62 and rear portion 64 contact one
anther. Further occupant 20 penetration into the air bag 14d
results in greater restraint by the air bag. Additionally, the air
bag 14d of FIGS. 7A-7C automatically expands in the fore-aft
direction to the degree necessary to conform to the direction
between the occupant 20 and the front seat 16.
[0071] FIGS. 8A-8C illustrate an air bag 14ein accordance with
another embodiment of the present invention. In FIGS. 8A-8C, the
inflated air bag 14e forms a rounded or polygonal loop, with the
space 110 extending vertically through the entire air bag 14e. The
space 110 therefore does not extend through or to the lateral
portions 80, 82 but rather is bounded by the lateral portions. In
this embodiment, the retaining portions are omitted but ca
alternatively be provided on the front portion 62 (not shown). The
lateral portions 80, 82 extend outward (inboard and outboard) from
the rear portion 64 and outward from one another such that the air
bag 14e has a generally triangular shape with rounded corners when
viewed from the top. The angle between the lateral portions 80, 82
can be adjusted to meet performance criterion. The front portion 62
is thicker in the fore-aft direction than the rear portion 64. The
seams 100 for defining the chambers 102 extend horizontally along
each portion in the inboard-outboard direction such that the seams
encircle the space 110. Additional seams 100 can extend vertically
to further help define and tailor the chambers 102.
[0072] Similar to the air bag 14 of FIGS. 1-3C, the restraint
forces of the air bag 14e acting on the penetrating occupant 20'
are reduced until the front portion 62 and rear portion 64 contact
one another. Further occupant 20 penetration into the air bag 14e
results in greater restraint by the air bag. Additionally, the air
bag 14e of FIGS. 8A-8C automatically expands in the fore-aft
direction to the degree necessary to conform to the distance
between the occupant 20 and the front seat 16.
[0073] FIGS. 9A and 9B illustrate an air bag 14f in accordance with
another embodiment of the present invention. The air bag 14f is
similar to the air bag 14e of FIGS. 8A-8C. The air bag 14f,
however, includes one or more support members 150 extending between
and connecting the lateral portions 80, 82 for maintaining the
lateral portions at a predetermined orientation or angle from one
another. The support members 150 can constitute or include
non-inflatable portions, such as elastic or inelastic tethers or
pieces of fabric. The support members 150 can be positioned at the
uppermost edge of the air bag 14f and/or at the lowermost edge of
the air bag (not shown.
[0074] The support members 150 bring the lateral portions 80, 82
closer to parallel with one another, which increases the stiffness
of the air bag 14f. By pulling the lateral portions 80, 82 closer
together the inboard-outboard depth of the space 110 is reduced,
and the lateral portions extend closer to a direction along the
fore-aft direction of the vehicle 12. In this construction the
lateral portions 80, 82 are compressed during occupant 20
penetration more along their length, as opposed to being compressed
at an angle. The support members 150 also help prevent outward
bowing of the lateral portions 80, 82 during occupant 20 restraint.
Alternatively or additionally, the support members 150 can extend
between the seams 100 to serve the same purpose (not shown).
[0075] The seams 100 defining the chambers 102 extends horizontally
along each portion 62, 64, 80, 82, 90, 92 in the inboard-outboard
direction such that the seams encircle the space 110. Additional
seams 100 can extends vertically to further help define and tailor
the chambers 102. The seams 100 are also configured such that the
chambers 102 of the air bag 14f are concave. In other words, the
chambers 102 of the air bag 14f curve inwards towards the space
110, thereby reducing the inflated volume of the air bag.
[0076] Similar to the air bag 14 of FIGS. 1-3C, the restraint
forces of the air bag 14facting on the penetrating occupant 20' are
reduced until the front portion 62 and rear portion 64 contact one
another. Further occupant 20 penetration into the air bag 14f
results in greater restraint by the air bag/ Additionally, the air
bag 14f of FIGS. 9A-9C automatically expands in the fore-aft
direction to the degree necessary to conform to the distance
between the occupant 20 and the front seat 16.
[0077] FIGS. 10A-and 10B and FIGS. 11A-and 11B illustrate air bags
14g, 14h having substantially similar configurations to the air bag
14f of FIGS. 9A-9C. The air bags 14g, 14h both include one or more
support members 150, with the space 110 in the air bags 14g, 14h
being slightly modified from the space 110 in the air bag 14f.
[0078] FIGS. 12A-12B illustrate an air bag 14i in accordance with
another embodiment of the present invention. In FIGS. 12A-12B, the
top portion 90 has a greater thickness t.sub.1, e.g., chamber 102
thickness, than the thickness of either the front portion 62 or the
rear portion 64. The increased thickness in the top portion 90
provides greater restraint to the penetrating occupant 20'. The air
bag 14i has a generally rectangular shape when viewed from the top.
The seams 100 defining the chambers 102 extend in the fore-aft
direction along the length of the air bag 14b. The seams 100 are
configured to provide the top portion 90 with an enlarged volume
relative to the volume of the lobes 120. The lobe 120 nearest the
occupant 20 has a substantially constant thickness t.sub.2 in the
fore-aft direction along its length from the top portion 90 to its
lowermost edge adjacent the occupant's lower torso 122.
[0079] Similar to the air bag 14a of FIGS. 4A and 4B, the air bag
14i is hook-shaped and the restraint forces of the air bag acting
on the penetrating occupant 20' are reduced until the front portion
62 and rear portion 64 contact one another. Further occupant 20
penetration into the air bag 14i results in greater restraint by
the air bag. Additionally, the air bag 14i of FIGS. 12A-12B
automatically expands in the fore-aft direction to the degree
necessary to conform to the distance between the occupant 20 and
the front seat 16.
[0080] Referring to FIG. 13, in accordance with another aspect of
the present invention, an air bag 14' is configured to be secured
to and deployable from the roof 19 of the vehicle 12. Consequently,
in this configuration the roof 19 of the vehicle 12 acts as a
reaction surface for the deploying air bag 14' and the distance D1
has a component in both the fore-aft direction and a vertical
direction. The air bag 14' can constitute any one of the previously
described air bags 14-14c. The air bag module 30 is positioned
within the roof 19 such that the air bag 14' deploys downward
towards the occupant 20 between the front seat 16 and the rear seat
22. The air bag 14' can be similar to the air bags 14-14c in FIGS.
1, 4A, 5A or 6A and, thus the air bag can be hooked, arcuate or
U-shaped.
[0081] In any case, the air bag 14' includes the space 110 that
allows the deploying air bag to conform to a variety of seat 16, 22
conditions. The airbag 14' can deploy in a direction towards the
occupant 20 such that the front portion 62 moves aft in the vehicle
relative to the rear portion 64 until the front portion abuts the
rear seat occupant. In other words, the roof-mounted air bag 14'
behaves similar to the front seat mounted air bag 14-14c. One or
more tethers (not shown) can connect the front portion 62 to the
vehicle roof 19 to control deployment of the air bag 14' and
movement of the front portion 62 relative to the rear portion
64.
[0082] FIGS. 14 and 15 illustrate air bags 14j, 14k configured to
be secured to and deployable from the instrument panel 36, with the
side 24 constituting the passenger side of the vehicle 12.
Consequently, in this configuration the instrument panel 36 acts as
a reaction surface for the deploying air bags 14j, 14k.
Alternatively, the air bags 14j, 14k can be secured to and
deployable from a steering wheel (not shown) on the driver side of
the vehicle 12, with the steering wheel thereby acting as the
reaction surface. Moreover, it will be appreciated that either air
bag 14j or 14k can constitute any one of the previously described
air bags 14-14i (not shown).
[0083] Referring to FIG. 14, the air bag module 30 is positioned
within the instrument panel 36 such that the air bag 14j deploys in
the fore-aft direction towards the occupant 20 between the
instrument panel and the front seat 16. The lobe 120 on the rear
portion 64 is spaced from the opening 44 in the housing 34 and
positioned aft of the instrument panel 36.
[0084] The air bag 14j includes the space 110 that allows the
deploying air bag to conform to a variety of front seat 16
conditions relative to the instrument panel 36. The airbag 14j can
therefore deploy in a direction towards the front seat occupant 20
such that the front portion 62 moves aft in the vehicle relative to
the rear portion 64 until the front portion abuts the occupant. In
other words, the instrument panel-mounted air bag 14j of FIG. 14
automatically expands in the fore-aft direction to the degree
necessary to conform to the distance between the front seat
occupant 20 and the instrument panel 36 reaction surface.
Furthermore, similar to the air bags 14-14i of FIGS. 1-12B, the
restraint forces of the air bag 14j acting on the penetrating
occupant 20' are reduced until the front portion 62 and rear
portion 64 contact one another. Further occupant 20 penetration
into the air bag 14j therefore results in greater restraint by the
air bag.
[0085] Referring to FIG. 15, the air bag module 10 is positioned
within the instrument panel 3 such that the air bag 14k deploys in
the fore-aft direction towards the occupant 20 between the
instrument panel and the front seat 16. The lobe 120 on the rear
portion 64 extends through the opening 44 in the housing 34 and
towards the roof 19 of the vehicle 12.
[0086] The air bag 14k includes the space 110 that allows the
deploying air bag to conform to a variety of front seat 16
conditions relative to the instrument panel 36. The airbag 14k can
deploy in a direction towards the front seat occupant 20 such that
the front portion 62 moves aft in the vehicle relative to the rear
portion 64 until the front portion 62 moves aft in the vehicle
relative to the rear portion 64 until the front portion abuts the
front seat occupant. In other words, the instrument panel-mounted
air bag 14k of FIG. 15 automatically expands in the fore-aft
direction to the degree necessary to conform to the distance
between the front seat occupant 20 and the instrument panel 36
reaction surface.
[0087] Furthermore, similar to the air bags 14-14j of FIGS. 1-12B
and 14, the restraint forces of the air bag 14k acting on the
penetrating occupant 20' are reduced until the front portion 62 and
rear portion 64 contact one another. Further occupant 20
penetration into the air bag 14k therefore results in greater
restraint by the air bag.
[0088] From the above description of the invention, those skilled
in the art will perceive improvements, changes and modifications.
Such improvements, changes and modifications within the skill of
the art are intended to be covered by the appended claims.
* * * * *